Brake for railway-trains.



Patented Apr. 30,190I.

w. sci-1mm. BRAKE FUR RAILWAY TRAINS.`

(Appliccionmed Feb. 7, 1901.)

4 Sheets--Sheet I.

(No Model.)

THE Nonms PETERS co. mom-uma. wAsmNGToN, D. c.

No, 672,917. Patented Apr. 3o, |9o|.

w. scnmm.

BRAKE FUR RAILWAY TRAINS.

(Applcatx'on led Feb. 7, 1901.)

4 Sheets-Shen#A 2.

(In loda-l.)

Z'vledded/ Ada my@ yNo. 672,967. Patented Apr. 30, 190|.

W. SCHMID.

BRAKE FOR RAILWAY TRAIN-S.

f (Application filed Feb. 7, 1901.. (No Model.)

4 Sheetv-Shee 3,

wl'gyeddfd 7h. m.

No. 672,9I7. Patented Apr. 30, |901.v

w. scHMm.

BRAKE FOR RAILWAY TRAINS.

(Application med Feb. 7, 1901.

Z eddd THE Noam: Firms co,. Puoaumc.. WASHINGTON. D. c.

" 7 UNTED "Saarl-31sh PATENTY OFFICE.

WOLFGANG SCHMID, OF MUNICH, GERMANY.

BRAKE FOR VRAILWAY-VRAINs.

SPEGIFIATON forming part of Letters Patent N o. 672,917. dated April 30, 1901.

Application tiled February '7, 1901. Serial llou 46.342. (No model.)

To all whom, it may concern:

Be it known that I, WOLFGANG SCHMID, a subject of the King of Bavaria, residing at Munich, Kingdom of Bavaria, Germany, have invented a certain new and useful Improved Brake for Railway-Trains, of which the following is a full, clear, and exact description.

The present invention relates to improved means for braking railway trains in a stretched or drawn-out condition, or to use the language of train operators, when the trains are on the draw.

The object of the invention is to apply the brakes by means of the engineers valve in such a Way that the brakes are applied to the cars of the train consecutively forward, beginning at any intermediate car of the train, and are released consecutively from the front of the train to the said car. By this mode of operation one is enabled when traveling over inclnes to stop the train without any shocks or jars, said forward portion of the train remaining in a drawn-out condition.

Long freight-trains, in which the cars must be coupled loosely because it is impossible to start a drawn-out train with couplings under tension, can in no case bev braked withof the train.

out shocks with the present braking devices when riding over inclines when only a part of the cars have the auxiliary braking-pipe.

Under the present invention the above objects are accomplished by the introduction of a second auxiliary train-pipe, which may be connected with the principal or ordinary train-pipe, to which the brake-actuating devices are connected at any intermediate car Preferably the same is connected to the principal train-pipe at the head of the train bythe engineers valve and at any intermediate point between any two of the cars by special coupling devices having triple coupling-heads.

I will now describe my invention in such full, clear, and exact terms as to enable those skilled in the art to fully understand the same.` Y

In the accompanying drawings, Figure 1 shows a diagrammatic plan view of a train with my invention in brake apparatus applied thereto; Fig. 2, an enlarged plan View showing the connection ofthe principal trainpipewith the auxiliary train-pipe at the rear end of the train as now in use; Fig. 3, asimilar view showing such connection between two cars that make up the train; Fig. 4, a sectional plan on the line 4 4of Fig. 5 of the'engineers valve provided with means for connecting the two train-pipes through the same; Fig. 5, a sectional elevation of the same; Figs. 6 and 7, sectional plan views and sectional elevations of the same valve and connect-ions, showin-g the parts in different relative positions from Figs. 4 and 5.

As shown iu the drawings, particular reterence being had to Fig. l, the train under my invention is provided with a double trailipipe comprising the usual train-pipe a, together with an auxiliary b. The main trainpipe ais connected with the brakes in the usual or any convenient. way, while the auxiliary train-pipe l) is not so connect-ed.

c, Figs. 1 and 2, represents the couplinghead for connecting the pipes o, and b at the end of the train. This coupling-head is in the form of a double coupling-head, as shown. The coupling devices employed, aside from this change, are those usually employed.

At d, Figs. l and 3, is shown a triple coupling-head serving to connect the two trainpipes between two cars or coaches. y

At e, Figs. l and 4 to 7, is represented the means for connecting the two train -pipes with the engineers valve at the head of the train.

The coupling-heads for'the main train-pipe may be those usually employed; but the coupling-heads ot the new auxiliary trainpipe must have a dierent form and arrangement in order lthat the two pipes can never be coupled without the aid of their own coupling-heads, so that an erroneous coupling will be rendered im possible. For. this purpose the coupling-heads of the auxiliary pipe may be made to turn to the left instead of to the right, or they may be made smaller or larger than the coupling-heads of the main trainpipe. A number of these coupling-heads are carried along as reserve pieces in the baggage-car.

The triple coupling d between two cars of the train, as shown in Fig. 3, is employed instead of the coupling c at the end of the train,

IOO

Fig. 3, wherever a number ot cars are attached to the train which are not provided with the second train-pipe.

In Figs/1: to 7 is represented an engineers valve and the mode of connecting the same with the train-pipes a and b. In controlling the train with compressed air or with brakes controlled by compressed air the engineers valve is set in the position indicated in Figs. 4 and 5, so that the auxiliary pipe bis putin communication with. the escape-opening or ventf. Thereby the air from the main pipe a at the end of the train is caused t0 flow through the auxiliary pipe b and to escape through the engineers valve, which action results in the application of the brakes in succession from the end of the train to the front. Thereby a portion of the train is maiutained on a draw or in a stretched condition and is arrested or braked in that condition. Hence the cars are prevented from closing up, and the jars and shocks resulting therefrom are eiectively eliminated.

In order to release the brakes, the engineers valve is so set, according to Figs. 6 and 7, that the compressed air from the main ai rtank a: flows into the main pipe a, whereby the brakes are successively released from the head of the train to the rear. Thereby the danger of a rupture of the train is eectually forestalled, because ou releasing the brakes the same does not draw out or stretch toward the front, since it already occupies a drawnout condition in the state of rest.

When employing suction-brakes, whether they be automatic or not, and also brakes which are controlled by suction or exhaustair, this new arrangement enables the brakes to be applied first at the end of the train and to be released first at the head of the train with the usual equipment and by means of ejectors or two openings a, and b.

In the last-mentioned 'system of brakes and when employing mechanical brakes this new arrangement dispenses with the quick-acting valves.

What I claim, and desire to secure by Letters Patent of the United States, is-

1. In a brake system, the combination with a portion of the train having a service brakepipe and an auxiliary brake-pipe, and a portion of the train havingaservice brake-pipe, of means for so coupling the terminals of said three pipes together as to establish communication between all of said pipes.

2. In a brake system, the combination with a portion of the train having a service brakepipe and an auxiliary brake-pipe, and a portion of the train having aservice brake-pipe, each of said pipes having means for coupling it with either of the other said pipes, of a three-part coupling member having its parts arranged to be coupled respectively to one of said pipes and thereby establish communication between all of said pipes.

In witness Whereot` I have hereunto set my hand in presence of two witnesses.

WOLFGANG SCHMID.

Witnesses:

RUDOLPH W. HIEBL, KARL KAMMERER. 

